Automatic braking system



Feb. 27,1940. w. WEEKS AUTOMATIC BRAKING SYSTEM Filed Jan. 24, 1939 4Sheets-Sheet 1 hox INVENTOR. WA BEEN I.

WEE/ 5 v ATTORNEYS ;Feb. 27, 1940.

w. l. WEEKS AUTOMATIC BRAKING s sum Fild Jan. 24, 1959 4 Sheets-Sheet 2INVENTOR.

WAEEENZ WEEKS- Feb. 27, 1940.

w. 1. WEEKS AUTOMATIC BRAKING SYSTEM 4 Sheets-Sheet 3 Filed Jan. 24,1939 MN m M m I A .k

M WW w MN \duj 27 2 4% M Feb. 27, 1940. w, WEEKS 2,192,021

AUTOMATI C BRAKING SYSTEM Filed Jan. 24, 1939 4 Sheets-Sheet 4 Egg 5.

. I v 120 H9 H5 INVENTOR. WARRENI. WEEKS 4 6/1 ATTORNEYS Patented Feb.27, 1940 UNITED STATES PATENT OFFICE AUTOMATIC BRAKING SYSTEM Warren I.Weeks, Ventnor, N. J.

Application January 24, 1939, Serial No. 252,541

14- Claims.

My invention relates to automatic operating mechanism for setting thebrakes of an automobile in the event an operator of the vehicle shouldbecome unconscious through any cause or should fall asleep causing himto release his grip on the steering wheel breaking the contacts of aswitch therein and automatically setting the brakes of the vehicle.

In the past, automatic braking systems with which I am familiar, werenot fully practical since upon the release of the operators grasp fromthe steering wheel, powerwas applied to the braking system, theintensity of the same not being automatically governed in relation to wthe speed at which the vehicle was travelling.

The engine was stopped when thebrakes were applied regardless of whetherthe stop was an unconscious or conscious one.

Other automatic braking systems were not designed to be connected ordisconnected from the conventional braking system of a vehicle quicklyand simply; No means in these prior systems were provided to lock thebrakes after the setting thereof and upon the stopping of the engine ofthe vehicle.

It is, therefore, among I vention to provide 'a mechanism whereby thevehicle is automatically 'brought to a stop when the operator releaseshis grip from the steering wheel.

It is another object of my invention to provide an automatic brakingsystem for a motor vehicle wherein the intensity of the braking isautomatically controlled to provide the proper amount of brakingpower athigh and, low speeds of the vehicle. A

Another ob ct of my invention is toprovide means wher bythe maximumamount of braking powe 40 after the brakes are set automatically or byfoot vt hen the ignition of the vehicle is cut and the engines stopped.7

A still further object of my invention is to provide means to manuallycontrol the intensity 5' of the braking power in order that the properamount of power may be applied to the brakes when a vehicle is loaded orwhen the vehicle is empty.

Another object of this invention is to provide vacuum controlled lockingmeans to lock the brakes, so'that the same cannot easily be releasedafter the same are applied without starting the engine of the vehicle.

It is still a further object of my invention to provide an automaticbrake operating mechathe objects of my in-- s applied to the brakes ofthe vehicle -nism for a motor vehicle which may be easily attached tothe braking system of vehicles already in use as well as new vehiclesregardless of type of brake system.

A further object of this invention is to provide an automatic brakingsystem which does not interfere with the conventional operation of thebrakes of a motor vehicle by nieans of the conventional foot brakepedal.

It is a further object of my invention to provide for the automaticcut-out of the ignition circuit of the automobile upon the release ofthe operator's grip from the steering wheel. Means, however, are alsoprovided whereby the automatic ignition cut-out means may be manuallydisconnected from the remainder of the automatic braking system withoutaffecting the operation of the system.

It is still a further object of my invention to provide means wherebythe operator of a motor vehicle may consciously apply the brakes 0f thevehicle through the automatic braking system of my invention withoutcutting out the ignition to the engine.

Other objects will be obvious or will appear during the course of thefollowing specification.

In accomplishing the above objects, it has been found most satisfactory,according to this embodiment of the invention, to provide anelectrically,controlled valve having three ports, two of which areconnected to two vacuum intensity valves, one ofsaid valves set at afixed position governing the vacuum tobe admitted to the power brakecylinder through the third port to a second electrically controlledvalve in accordance with the speed of the vehicle. The other vacuumintensity valve, which is adjustable manually from the drivingcompartment 01' the vehicle, is adapted to admit vacuum of the properintensity to the power brake cylinder, through the second electricallycontrolled valve, in accordance with whether, or not the vehicle isloaded. or empty.

The first-mentioned electricallycontrolled valve is controlled by anelectrical governor which is set to become inoperative above a' certainfixed speed which sets the first-mentioned electrically controlled valvein a position-to admit vacuum, through the vacuum intensity valve whichis manually controlled from the driving compartment in accordance withwhether or not the vehicle is empty or loaded, to the second-mentionedelectrically controlled valve.

When the vehicle is being operated at a speed at or less than thatto'which the electrical governor is set, the electrical governor is inan operative position and the first-mentioned electrically controlledvalve is set to admit vacuum to the second-mentioned electricallycontrolled valve through the .vacuum intensity valve which is set at afixed position. This fixed position is set in relation to the speed atwhich the electrical governor is set to operate, so that while saidgovernor is in an operative position the proper amount of vacuum ispassed through the intensity valve to stop the vehicle smoothly at orbelow the speed at which the governor is set to operate.

Thesecond-mentioned: electrically controlled valve iscontrolled throughthe switch mechanism in the steering wheel so that vacuum will beadmitted to the power brake cylinder uponthe release of the operator'sgrip from the steering wheel. The intensity of the vacuum admit-. ted tothe power brake cylinder is, of course, governed by whether or not theelectrical governor is operative or inoperative.

A vacuum controlled locking device to act upon the power brake shaft isconnected to the intake manifold of the engine so that the same willlock said shaft locking the brakes after the same have been applied andthe vacuum in the engine stopped by the engine being cut 01!.

Means are also provided which are operated by movement of the powerbrake shaft by the cylin- -der so as to disconnect a switch which cutsout the ignition of the automobile stopping the engine. This means is soconnected to the clutch pedal through a flexible connection that upondepressing the clutch this switch becomes inoperative and the engine isnot stopped by applying the brakes through the automatic system. Aswitch is also provided to manually disconnect the ignition cut-outswitch in the event it is not desired to use the same in the automaticsystem.

Connections between the brake pedal and the master hydraulic cylinderfor applying the brakes are provided whereby the brakes of the vehiclemay be applied-by foot. Means cooperating with the foot brake pedal areprovided to operate a switch which renders the automatic braking systeminoperative when the vehicle brakes are applied in the conventionalmanner.

7 Switch means are also provided, as-- well as a. valve in the mainvacuum line leading to the intakemanifold of the engine, whereby theautopossible embodiments to which the invention vis by no meansrestricted, the drawings being merely by way of illustration and not byway of limitak system.

Figure 2 isa vertical cross-sectional view of the main vacuum controlvalve used in conjunction with the vacuum power'cylinder.

Figure 3 is a cross-sectional view taken on the line 3-3 of Figure 2.

Figure 4 is a vertical cross-sectional view of the secondaryvacuumcontrol valve used in my automatic control system.-

Figure 5 is a cross-sectional view of my vacuum controlled lockingdevice which acts on the powe brake shaft. 7

, Figure 6 is a cross-sectional view taken on the line 8-3of Figure 5. v

Like numerals refer to like parts throughout the several views.

In Figures 1 and 1a of the drawings is shown I 1 Rotatably mountedwithin the shaft I3 is a shaft 15 it upon which is fixedly mounted aclutch pedal A pin I8 is mounted on the extension l2 and projectsthrough a slot I! in a clevis l8, one end of which is pivotallyconnected to a lever l9 which is, in turn,pivota1ly mounted at 19a andconnected to a piston rod 20 on a piston in the hydraulic mastercylinder 2|.

The other end of the clevis I8 is pivotally connected to an arm 22 oneend of which is, in turn, 26 pivotally connected to a mounting 23anchored to the frame (not shown) of a vehicle. The'arm 22 g has aplurality of apertures 24, to provide an adjustment for the connectingrod 25 in order to increase or decrease the braking powerby changing theleverage thereof.

The connecting rod 25 is connected to a clevis 26 by means of a pin 28extending through the clevis. The clevis 26 is fastened to the powerbrake shaft 29 which is, in turn, connected to a.

piston in a vacuum cylinder 30. The vacuum cylinder 30 is a part of myautomatic braldngsystem which is hereinafter described.-

v The extension l2 of the brake pedal II is connected to a movable arm3| attached tothe movo able contact of a switch 32 through a connectingrod 33. One contact of said switch is connected to the ground throughthe lead 34 and the other contact is connected .to one contact of a maincontrol valve 33 also a partof my automatic braking system, which willbe hereinafter fully described, and to one contact of the switch in thesteering wheel l3 through the lead 36, steering wheel cut-out switch 31and lead 33. The contacts in the steering wheel switch are normally 0spaced a K When it is desired to use the foot brake in a conventionalmanner, apart from the automotive braking system, pressure is applied tothe brake pedal II which rocks the extension l2. which,

' through the pin l3 bearing on one end of the slot H in the clevis l3,causing the clevis to move. to the left which, in turn, moves the leverI! to pivot at I91: and move the piston in the master hydraulic cylinder2|. Movement of the piston in the master cylinder 2| inwardly appliespressure to the hydraulic system, which pressure is effective to applythe brakeson the individualwheels of a vehicle. Rocking of the extensionl2 will also move the connecting rod 33 which will 55 make a contactbetween the two controls in the switch 32 rendering the automatic systeminoperative as will be hereinafter described.

Supplementing this hydraulic foot operated braking system I provide anautomatic operator which is effective upon release of the .operatorsgrip from the steering wheel.

This automatic system comprises the vacuum cylinder 30 which isconnected to a main control valve 35 through a pipe line 40. The maincontight.

trol valve 95, as shown more particularly in Figures 2 and 3, consistsof two sections, A a solenoid and B the valve proper. The solenoidsection'A houses the solenoid coil 4| one end of which is connected toone pole of a battery 42, the other pole thereof being grounded, throughthe leads 43 and 44. The other end of the solenoid coil 4| is connectedto the opposite pole of the electrical source through the leads 45, 36,steering wheel cut-out switch 31, lead 39 and the switch in the steeringwheel l9, one contact of which is grounded at l9a.

The section B of the mam control valve 35 consists of a body portion 35ahaving a recess 46 in the top central portion thereof. The recess 46 isscrew threaded to accommodate a plug 41 which divides said recess into atop chamber 49 and bottom chamber 49. The chamber 49 has an opening 59therein and the chamber 49 has an opening 5|, as shown more particularlyin Fig-' ure 3. I

The bottom of the body portion 35a has a recess 52 therein which has anopening 53 connected to an air cleaner 54. The solenoid coil 4| ismounted in a casing 55 which, in. turn is mounted on the bottom of thebody portion 35a in such a manner as to make the recess 52 air Thechamber 49 and the recess 52 are connected by means of a passage 56. Thepassage 56 has an opening 51 therein.

The recess 46 is closed at the top by a plate 59 having a passage 59. Avacuum head 69 is mounted ontop of the plate 59 said head having achamber 6| in which is mounted a flexible diaphragm 62. The top portionof the chamber 6| has an opening 63' and the bottom portion 6|a has agutter 64a extending around the surface of the bottom in which there isa plurality of exhaust apertures 64 therein. The gutter 64a acts as adrain for any oilwhich may enter the exhaust apertures, so that said oilwill not come in contact with the diaphragms 62 and 66 and disintegratethe same. The top portion of the chamber 6| and the bottom portion 6|aare in airtight relation to one another. A second air tight chamber 65is formed by a flexible diaphragm 66. The flexible diaphragms 62 and 66are connected by means of a rod 61 which extends through the passage 59in the plate 59 and has a valve 69 which cooperates with the passage 59to open and close the same as is hereinafter described. The chamber 65is connected with the opening 5| in the body portion 35a by means of apassage 69 in said body portion, as shown in Figure 3, whichcommunicates with a passage 19 in the plate 59.

The armature H of the solenoid 4| is connected to a valve stem 12 whichextends through the passage 56. A valve 13 is mounted on said stem toopen and close communication between the passage 56 and the recess 52.Another valve I4.

the opening andv closing of the valves I3 and I4.

(See Figures 1 and 1a.) The opening 69 01' the chamber 6| is connectedto the intake manifold nccted into said line by means of a pipe 19. Theauxiliary reservoir 11 has a petcock 11a therein in order that thevacuum in the system may be released therethrough. Interposed betweensaid auxiliary reservoir and said intake manifold is a check valve 19 sothat in the event the automobile engine is stopped the source ofvacuumsupply in the reservoir 71 will not be lost. A valve 99 isinterposed in the line 16 between the check valve 19 and the intakemanifold in order that the automatic system may be cut oil by turningthe valve 99 to the off position, turning the petcock 11a to an openposition, and turning the switch 31, so that the contacts therein arebroken and r the switch in the steering wheel |9 made inopermechanism ofmy invention whereby the intensity of the braking power may be increasedautomatically at a speed in excess of a predetermined speed and wherebythe braking intensity might also be increased or decreased manually inaccordance with the load carried by the vehicle.

(See Figure 4.) Such a means consists of a secondary control valve 9|,which comprises two sections, C a solenoid and D the valve proper. Thesolenoid section C houses a solenoid coil 82 one end of which isconnected to the secondary side of a conventional ignition switch 93through the lead 84, so that there will be no loss of current when theignition switch is open. The other end of said solenoid coil 92 isconnected to one contact of an electrical governor 95 by means of thelead 96.

The electrical governor 95 is of the conventional type and is set sothat the contacts thereinwill snap apart or break at a fixedpredetermined speed. For example, the governor which I use in theembodiment of my invention, shown in the drawings, is set so that thecontacts therein will remain together at or below a speed of 18 milesper hour. At any speed over 18 miles per hour, the contacts therein willsnap apart and remain open. The other contact of the electrical governor85 is connected to the ground through the lead 91. See Figure 1.)

(See Figure 4.) The section D of the secondary control valve 8| consistsof a body portion having a recess 89 in the top thereof which is screwthreaded to accommodate a plug 99 which, when screwed into the recess99, forms a chamber 99 therein. The plug 89 has a threaded opening 9|therein which communicates with the chamber 99 through a passage 92. Inthe bottom portion of said secondary valve is formed a recess whichcommunicates with the chamber 99 through a passage 94. The passage 94has an opening 95 therein.

.The solenoid coil 02, which is mounted in a housing 96, is mounted onthe bottom of the section D closing the recess 99 and making the sameair tight. The recess 93 has a screw threaded opening 91 therein.

A valve stem 99 is fastened to an armature 99 in the solenoid coil 92which valve stem extends through the passage 94. A valve I99 is mountedon the end of the valve stem 99 and is adapted to open and closecommunication between the passage 94 and the chamber 99. A valve |9| isalso mounted on the valve stem 99 to open and close the communicationbetween the passage 94 and the recess 93. The valves I99 and IM are somounted on the valve stem 99 that, when the solenoid 92 is de-energized,the communication between the chamber 99 and the passage 94 is open andthe communication between the passage 94 and the recess 93 is closed.When the solenoid 82 is energized the communication between the chamber90 and the passage 94 is closed and the communication between thepassage 94' and the recess 93 is open.

'-(See Figures 1 and 1a.) The secondary control valve M is connected tothe main control valve 35 by means of a pipe line I02 which is connectedto the opening 95 in the secondary control valve BI and the opening inthe main controlvalve 35. The opening 9| in the control valve 8| isconnected to a vacuum intensity con trol valve I03 through the pipe lineI04. The vacuum intensity control valve I03 is adapted to be operatedfrom a control lever I05 in the drivers compartment of a vehicle and iscon nected to said lever through the lever I06 on said valve by means ofa cable I01 in a'conduit I01a. The valve I03 is connected to the intakemanifold of the engine through the pipe line I08, 16,

and the check valve 19 and valve 80. The valves I 19 and 80 areinterposed between the intake manifold and the vacuum intensity controlvalve.

The auxiliary reservoir 11 is interposed in the line 16 between saidcheck valve and the load control valve I 03.

The valve I03 is to regulate manually the intensity of thebraking'power, so that with an empty vehicle the operator will havesufficient braking power to makea satisfactory stop, and so that with aloaded vehicle there will be increased braking power. The valve I03 isgraduated from a minimum to a maximum braking power and controls thebraking power in the automatic system of my invention when the speed ofthe vehicle is above the predetermined speed fixed by the governor 85.

The opening 91 in the secondary control valve 8I is connected to asecondary vacuum intensity control valve I09 through a pipe line IIO,which valve I09 is, in turn, connected through the pipe line III to theline 16.

The secondary vacuum intensity control valve I09 is setat apredetermined position in order that the proper amount of braking powerbelow a certain speed, which is governed by the governor 85, isaccomplished.

In order that the brakes of the vehicle may be looked after beingapplied, and after the ignition circuit is closed, shutting off themotor of the vehicle, and the suction from the intake manifold isstopped, I provide a vacuum locking device I I2 which acts upon thepower brake shaft 29.

I (See Figures 5 and 6.) The locking device I I2, as shown moreparticularly in Figures 5 and 6, vconsists of a main body portionhavinga recess II 3 forme in the top thereof and a recess I I4 extendingthrough the central portion thereof. A fie ble diaphragm I I5 is mountedin the recess H3 1' miing a chamber H6 and is held in position by aplate II1 which is fastened to the body portion of the locking deviceII2 making the chamber II6 'air tight. The plate II1 has an opening II8therein which communicates with the chamber- II6. Fastened totheflexible diaphragm I I5 by means of a bolt II9 which cooperates with tworeinforcing plates I and I2| on said diaphragm is a cam I22 having acurved surface I23 which is adapted to be reciprocated vertically withinthe recess H4. The curved surface I23 of the cam I22 is adapted toengage a rocker arm I24 which is adapted to rock on a fulcrum bar I25 intherecess 4.

The rocker arm I 29 has a hole I26 passing therethrough which is of aslightly greater diameter than the power brake shaft 29 which passesthrough holes I21 and I28 on opposite sides of the recess H4 and throughthe hole I26 in the rocker arm. A boot I29 around the shaft 29 preventsdirt from entering the locking device on'one side of the same while acovering I30 serves a like purpose on the other side. The covering I30also serves to anchor the locking device to the power cylinder 30. Anopening I30a is positioned on the bottom of the covering I 30 closelyadjacent the power cylinder 30 to prevent'oil from the locking deviceII2 entering the power cylinder.

The opening H8 is connected to the intake manifold of an automobileengine through the pipe line I3I which connects to the line 15.

When the motor is not running the locking device will be in the positionshown in Figures 5 and 6 with the diagonally opposite edges of the holeI26 in the rocking arm I24 wedged against the power shaft 29, preventingmovement there-- of to the right. When the engine is started and thediaphragm I20 moves upwardly through the vacuum created in the chamberII6, the curved surface I23 on the cam I22, which is fastened to thediaphragm, engages the rocker arm. I24 rocking the same on the fulcrum.bar I25 so that the diagonally opposite edges of the hole I26 willdisengage the shaft 29 and allow movement of the shaft 29 to the rightin order that the brakes might be released. A lubricating tube I33 isprovided for lubricating the interior of the locking device.

If, for any reason, the engine should. fail and it is necessary to towthe vehicle, since the looking device II 2 is engaged with the shaft 29preventing movement of the same, it is necessary to provide means forreleasing the locking device. I, therefore, provide a screw I32 in thelocking device II2, which acts on the reinforcing plate I2I of thediaphragm II5. By turning the screw inwardly the diaphragm H5 is liftedwhich will disengage the diagonally opposite edges of the hole I26 fromthe shaft 29 placing the locking device II2 in an inactive position, sothat the brakes can be operated.

When the engine is stopped and the locking device M2 is engaged with theshaft 29, the brakes cannot be released accidentally, such as bychildren playing in the drivers compartment, since the engine must bestarted to release the locking device, or the screw 48 which isinaccessible from the driver's compartmentmust be turned to release thelocking device.

It is desirable, when the car comes to an emergency stop by means of theoperation of the automatic braking device of my invention through thereleasing of the grasp of the operator on the steering wheel I0, forexample. by the operator lapsing into unconsciousness, to cut theignition to the motor, so. that the motor will not be left running.

(See Figures 1 and 1a.) by means of a switch I34 which has two fixedcontacts one of which is connected to one pole of the battery 42 bymeans of the lead 44 and the other of which is connected to a normallyopen cut-out switch-I by means of the lead I36. The ignition of thevehicle is normally connected to the battery 42 through a lead 83a, the

conventional ignition switch 83, leads I31 and I36, and switch 134 andthe lead 44.

Themovable contact in switch I34 is con- 75 This -I accomplish nected toa rod I34a, the fixed contacts being normally closed by the movablecontact. The rod I34a is adapted to reciprocate horizontally and ispivoted to a lever I39. An arm I40 fastened to shaft 29 is adapted toengage the lever I39 against the switch I34 engages the two fixedcontacts.

On the lever I39 closely adjacent the switch I34 is pivotally mounted alever I42, the lever I42 having a cross-arm I43 pivotally mountedthereon. One end of the cross arm I43 is fastened to a crank I44 on theclutch pedal shaft I45 by means of a flexible connection I46. The otherend of the cross arm I43 is fastened by meansof a flexible connectionI41 to the rod 33, which is fastened to the arm 3I connected to themovable contact of the switch 32.

When the brakes are applied during an emergency stop through theautomatic system of my invention the power shaft 29 moves to the left,as shown in Figure 1, moving the arm I40 to the left also. The leverI39, throughthe tension in the spring MI, is kept in engagement with thearm I40. The arm I42 is held in position, however, through the cross-armI 43 and the flexible connections I46 and I41. When the lever I39engages a stop I48, which is anchored'to the frame of the vehicle, thelever I39 pivots on the stop I48 moving the rod I34a, to which-themovable contact in the switch I34 is fastened, to the right, in Figure1, breaking the contact between the fixed contacts in said switch andthereby cutting off the ignition to the engine.

When a conscious, as distinguished from an emergency stop is made, theclutch pedal is depressed, sothat the crank I44 will move to the left,Figure la, moving the flexible connection I46 to the left, which allowsthe lever I42 to move to the left with the arm I39 which is inengagement with the shaft 29 through the arm I40. When the brakes of the.vehicle are applied the shaft 29 moves to-the left, the lever I39moving with it undert'ension of the spring I4I, the lever I39 pivotingon the pivotal connection between itself and the rod I34a. In thismanner, the connection between the ignition of the vehicle and thebattery 42 through the lead 44, switch I34, leads I36 and I31,'ignitionswitch 83 and lead 830. is not interrupted since the contactsintheswitch I34 are not broken. The engine of the ISO vehicle, therefore,is not stopped.

(See Figures 1 and 1a.) In using the automatic braking system of myinvention in conjunction with the braking system of a motor vehicle towhich this system is attached, the cut-out switch 31 is closed whichconnects one contact of the.

switch in the steering wheel I0 to one end of i the solenoid coil M ofthe main control valve 35 through the lead 38, switch 31, lead 36, and

lead 45 and also to one contact of the normally open switch 32 which isoperated to be closed by the foot brake pedal II. The other contact ofthe switch 'in the steering wheel I0 is connected to the ground, as isthe other fixed contact of the switch 32., The conventional ignitionswitch 83 is also closed which connects one end of the solenoid coil 82in the secondarycontrol valve to the battery 42 through the lead 84,switch 03, lead I31, lead I36, the normally closed switch I34, and lead44. The other end of the solenoid coil H of the main control valve 35 isalso con nected to the battery 42 through the lead 44 and lead 43. i

The other end of the solenoid coil 82 of the secondary control valve BIis connected to the governor 85, which is normally closed until apredetermined fixed speed is reached by the vehicle, through the lead86. The other connection to the governor 85 is grounded through the lead81.

When the engine of the automobile is started, creating a vacuum in thesystem, suction will travel from the intake manifold through the pipe 15andenter the chamber II6 of the locking device II2 which lifts theflexible diaphragm II5 upwardly, raising the cam I22, which rocks thearm I24, unlocking the lock on the power brake shaft 29. (See Figures 5and 6.) The brakes of the vehicle, however, remain on, so long as thesteering wheel I0 is not grasped, since the vacuum in the system createdby starting the engine raises the flexible diaphragm 62 in the vacuumhead 0f the main control valve 35 through the vacuum created in thechamber 6| by means of suction in the intake manifold. The vacuum actson said diaphragm through the pipe line 15 which enters the vacuum head60 through the opening 63. This seats valve 68 against the passage 59.The relation of parts in the main control valve, when the engine isstarted and before the steering wheel is grasped, is shown in Figures 2and 3.

After the motor is started and the driver wishes the vehicle to proceed,he grasps the steering wheel I0 which closes the switch therein. Theclosing of the switch energizes the solenoid coil 4I in the main controlvalve 35, the electrical current flowing from the battery 42 through thelead 44, lead 43, solenoid coil 4|, leads 45 and 36, switch 31, lead 30,the switch in the steering wheel I9, thence to the ground I0a. Theenergizing of the solenoid coil 4| in the main control valve 35 causesthe armature ,1I to move downwardly, seating the valve 14 against thepassage 56 and unseating the valve 13 from said passage, which turn,moves the connecting rod 25 to the right,

which operates the piston in the master hydraulic cylinder 2! so as torelease the brakes through the clevis I0, arm I9, and piston rod 20. Thevacuum created in the system through the starting of the engine seatsthe valve 68 against the passage 59 closing the same. The brakeson thevehicle are now in a released position. Y

If the vehicle isloaded, the vacuum intensity control valve I03 is setto allow a maximum amount of vacuum to pass through the same, the

setting being made by means of the control lever I05, which is connectedto the valve I03 by means ofthe flexible connection I01. Should thevehicle be empty, the intensity control valve is likewise set so that aminimum amount of vacuum 84 which is connected to one end of the saidsolenoid coil, the other end of this coil being connected to thegovernor 85 through the lead 86, said governor being grounded throughthe lead 81. The energizing of the coil 82 will move the armaturetherein downwardly setting the valve I00 against the opening of thepassage 94, closing the same and unseating the valve IOI from saidpassage, opening this passage to the recess 93 and the opening therein91 which is connected to the pipe line I I0, leading from the vacuumintensity control valve I09 which is set at a predetermined fixedposition, so that it will admit the proper amount of vacuum into thesecondary control valve 8| for setting the brakes at the speed to whichthe governor 85 is set or a lower speed in order that the brakes on thevehicle will not be applied too forcefully.

For sake of example, we shall presume that the contact in the governor85 is set so that the same will be broken at or above 18 miles per hour.When the car is operated above the speed of 18 miles an hour, therefore,the contact in the governor 85 is broken, which will de-energize thesolenoid coil 82 in the secondary control valve 8|, since the lead 86will no longer be connected to the ground. When the solenoid coil 82 isdeenergized, the secondary control valve 8| assumes the position shownin Figure 4, that is, the

valve I00 is unseated from the opening to the passage 94 and the valveIOI is seated against the opposite opening to the passage 94, closingthe communication between said passage and the recess 93. Suction fromthe motor, therefore, may pass through the vacuum intensity controlvalve I03, pipe line I04, and into the secondary control valve 8| intoanother opening 9|,- passage 92, and

thence into the chamber 90. From the chamber 90 the vacuum may passthrough the passage 94 into the opening 95 and thence through the pipeI02 to the main control valve.

If the driver relaxes his grasp from the steering wheel through anemergency or for any other reason, the contacts in said switch of thesteering wheel I0 are broken and electrical current cannot flow from thebattery 42 through 'the leads 44 and 43, solenoid coil 4|, leads 45, 46,switch 31 and lead 38, since the connection to the ground I0a is broken.The solenoid coil 4|, therefore, is de-energized and the valves 13 and14 return to the position shown in Figures 2 and 3. The opening 51 isclosed to the atmosphere by the valve 13 seating against the opening tothe passage 58, closing the same to the recess 52 and opening 53.Suction enters the chamber 49 through the pipe I02, and since the valve14 is unseated from the passage 56, the suction passes into this passageand into the opening 51, thence to the pipe 40 and into the powercylinder 30, causing the diaphragm thereon to move the shaft 29 to theleft which, in turn, moves the connecting rod 25, arm 22, clevis I8 tothe left, pivoting the arm I9 at I 9a, which forces the piston rod ofthe master cylinder inwardly applying the brakes of the vehicle. I

. The intensity of the vacuum entering the power cylinder and with whichthe brakes are applied is governed by the secondary control valve 8| andthe vacuum intensity control valves I09 and I03. I

When the vehicle is being operated ata speed in excess of the speed atwhich the electrical governor 85 is set, for example, eighteen miles perhour, the contacts in the governor 85 are broken ilr wii s 2 2leeefwgeiih lead 81 w h shown in Figure 4 of the drawings, that is, the

valve IOI is seated against one end of the passage 94, closing the sameto the recess 93 and opening 91 to which is attached the pipe H0. Thevalve I00 is unseated from the other end of the passage 94, opening thechamber 90 thereto and-to the opening 95 to which it attached the pipeline I02, which leads to the opening 5| in the main, control valve 35.

When the grasp of the operator is released 'from the steering wheel I0and the vehicle is being operated at more than eighteen miles per hour,suction passes from the intake manifold of the engine through the pipe16 valve 80, check valve 19, pipe line 16, the vacuum intensity valveI03 controlled from the drivers compartment, to

admit the desired vacuum into the remainder of the system, through theline I04 into the opening 9| of the secondary control valve 8-I. Thesuction then passes through the passage 92 intochamber 90 of saidsecondary control valve; thence through the passage 94, the opening 95into the line I02 and enters the main control valve through the opening5|.

since the solenoid coil 4| has been de-energized by the release of thedrivers grasp on the steering wheel I0, as previously described, thesuction passes through the chamber 49 into the passage 55 and thenceinto the power cylinder 30, applying thebrakes of the vehicle at theintensity to which the valve I03 is set.

When the vehicle is being operated at eighteen miles per hour or under,the solenoid coil 82 in the valve 8| is energized by the flow of theelectrical current from the battery 42, through the lead 44,

the armature therein against the opening to the I passage 94, closingcommunicationbetween said passage and the chamber 90. This will unseatthe valve IOI from the opposite opening of the passage 94, openingcommunication between sai passage and the recess 93.

Therefore, whenthe car is being operated at, for example, eighteen.miles per hour orless and the drivers grasp is released from thesteering wheel I0,-de-energizing the solenoid coil 4| in the valve 35,suction will pass from the intake manifold of the engine through thepipe 16, valve 80. check valve 19, pipe 16, pipe III, intensity controlvalve I09, which is set at a fixed position to admit the vacuum of theproper intensity for applying brakes at the lower speeds; thence throughpipe II 0 into opening 91 of the secondary control valve 8| into therecess 93 therein andinto the passage 94, thence out through theMovement of the shaft 29'to the left moves the arm I40 to the left, thetension of the spring MI pulling the lever I39 to the left as the armI46 moves in that direction until the lever I39 engages the stop I48, atwhich time the lever I39, using the stop I48 as a pivot point moves therod I 34a to the right, breaking the contact in the switch I34 whichbreaks the connection between the lead 83a to the ignition of thevehicle and the battery 42 through the switch 83, leads I31 and I36,switch I34 and lead 44.

As soon as the motor is stopped, the brakes being applied through theautomatic system, there is no longer a vacuum in the line 15, sincesuction from the intake manifold of the engine stops with the engine.The diaphragm in the locking device I I2 will drop which will disengagethe cam I22 from the arm I24, the arm I24 pivoting forward on thefulcrum pin I25, wedging the diagonally opposite edges of the hole I26against the shaft 29, looking the same against movement to the rightwhich locks the brakes in an applied position.

Loss of suction in the pipe 15 through stopping of the engine alsoallows the diaphragm 62 in the main control valve 35 to drop, unseatingthe valve 68 from the passage 59. Vacuum will then flow from theauxiliary reservoir 11 through the pipe I6 into the opening 50 in themain control valve 35, thence through the passage 59 into the chamberand from the chamber 65 into the passages Ill and 69 into the opening5|, thence into the chamber 49 through the passage 56 and into the pipe40 through the opening 51 holding the diaphragm in the brake cylinder,so that the brakes are held in an applied position by the naximum vacuumin the automatic system, regardless of the settings on the vacuumintensity valves I03 and I09, since vacuum will pass to the powercylinder 30 from the auxiliary reservoir TI through the pipes I8 and 16,passing around the vacuum intensity valves.

If it is desired to stop the vehicle and not cut off the motor, forexample, in making a conscious, as distinguished from a stop made bymeans of the operator losing consciousness, the clutch is depressed,moving the crank I44 to the left. The flexible connection I46 also movesto the left allowing the arm I42 to move to the left with the lever I39as the brakes are being applied, thereby keeping the switch I34 incontact and the motor of the vehicle running.

If it is desirable to not have the ignition circuit broken through theuse of the automatic braking system, for example, during city driving,

switch I34 may be rendered inoperative by closing switch I35 which willconnect lead 83a to the battery 42 through the switch 63, leads I31,I36,

switch I35 and lead I38.

When the foot brake is used in the conventional manner, the extension I2is rocked'to the on the pivot I9a, moving the piston rod 20 inwardly inthe master hydraulic cylinder 2I,,ap'-

plying the brakes of the vehicle. The movement "of the extension I2 tothe left will, at the same time, move the connecting rod 33 to the left,

.control valve 35 remains energized, the relaxing of the operators graspori the steering wheel I0 not afi'ecting'the same, since current willpass from the battery 42, lead ,iead 43 through the solenoid coil 4|,lead 45, lead 36, switch 32 and through lead 34 to the ground.

Movement of the extension I2 and clevis I6 to the left will also, at thesame time, rock the arm- 22 to the left, moving the rod 25 and shaft 29to the left. Since the solenoid coil 4! in the main control valve 35 isenergized, the power cylinder 36 is open to the atmosphere through thepipe 46, opening 5], in the main control valve 35, passage 56, recess52, opening 53, and through the air cleaner 54, which allows freemovement of the shaft 29 to the left.

Thecontact in the ignition cut-cut switch I34 is not broken by movementto the left. of the shaft 29 and the arm I40 which is attached to saidshaft, when the brakes are applied by foot in theconventional manner,since movement of the rod 33 to the left allows slack in the flexibleconnection I41, which permits movement of the arm I42 to the left,permitting the lever I39 to move to the left also through. the tensionof the spring I4I,-so that the same will not pivot at the pivot pointI42a to break the contact in the switch I34. The vehicle engine,therefore, will remain running when the brakes are applied by theoperators foot in the conventional manner.

In the event, the automatic system for any reaa son should fail, or itis desirable to operate the lead 38 and lead 36, and the pet-cock Ila.is opened, releasing the vacuum in the system through the auxiliaryreservoir "ll.

It is apparent that the specific illustrations given above have beengiven by way of illustration and not by way of limitation, and that thestructures above described are subject to wide variation andmodification without departing from the scope or intent of theinvention, all of which variations and modifications are to be in cludedwithin the scope of the present invention.

.1 claim:

1. In combination with a motor vehicle ofthe type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially different from atmospheric, a series of brakes, and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination there with of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprisingfluid pressureoperating means, an actuating' means from said fluid pressure operatedmeans to said brake operating means, a conduit system having connectionsleading from said source'of pressure different from atmospheric to saidfluid operated means, one of said connections beingobstructed so as tovary the pressure different 'from atmospheric transmittedthereconnections, one of said control valves being normally released tothe atmosphere and adapted to admit said pressure less than atmosphericto said fluid pressure operated means upon operation of saidautomatically actuated brake operating means, a second of said controlvalves adapted to admit a pre-determined pressure less than atmosphericto said first-mentioned control valve in accordance with the speed atwhich the vehicle is operated when said autothrough and control valveson said one of said matic brake operating means is operated and a secondconnection in said conduit system leadbrake operating means upon releaseof the steering wheel by the operator of the vehicle comprising fluidpressure operating means, an actuating means from said fluid pressureoperated means to said brake operating means, a conduit system havingconnections leading from said source of pressure diiferent fromatmospheric to said fluid operated means, one of said connections beingobstructed so as to vary the pressure different from atmospherictransmitted therethrough, and

control valves on said one of said connections,

one of said control valves being normally released to the atmosphere andadapted to admit said pressure less than atmospheric to said fluidpressure operated means upon operation of said automatically actuatedbrake operating means, a second of said control valves adapted to admita pre-determined pressure less than atmospheric to said first-mentionedcontrol valve in accordance with the speed at which the vehicle isoperated when said automatic brake operating means is operated, a secondconnection in said conduit system leading from said source to saidfirstmentioned control valve to admit a maximum pressure from saidsource when the vehicle is at ratest, and means to prevent movement ofsaid actuating connection when said motor stops.

3. In combination with a motor vehicle of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially different from atmospheric, a series of brakes and brakeoperating means tooperate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith .of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprising fluid pressureoperating means, an actuating means from saidfluid pressure operatedmeans to said brake operating means, a conduit system having connectionsleading from said source of pressure different from atmospheric to saidfluid operated means, one of said connections being obstructed so as tovary the pressure different from atmospheric transmitted therethrough,and control valves on said one of said connections, one of said controlvalves being normally released to the atmosphere and adapted to admitsaid pressure less than atmospheric to said fluid pressure operatedmeans upon operation of said automatically actuated brake operatingmeans, a second of said control valves adapted to admit a pre-determinedpressure less than atmospheric to said first-mentioned control valve inaccordance withthe speed at which the vehicle is operated when saidautomatic brake operating means is operated, a second connection in saidconduit system leading from said source to said first-mentioned controlvalve to admit a maximum pressure from said source when the vehicle isat rest, and" means to preu vent movement of said actuating connectionaieaoai whensaid source of pressure substantially different fromatmospheric is stopped.

- 4. In combination with a motor vehicle of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially' diiferent from atmospheric, a series of brakes and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operatorof the vehicle comprising fluid pressureoperating means, an actu ating means from said fluid pressure operatedmeans to said brake operating means, a conduit system having connectionsleading from said source of pressure different from atmospheric to saidfluid operated means, one of said connections being obstructed so as tovary the pressure different from atmospheric transmitted therethrough,and control valves provided with electro-magnetic operating means, onsaid one of said connections, one of said control valves being normallyreleased to the atmosphere and adapted to admit said pressure less thanatmospheric to said fluid pressure operated means upon operation ofsaid'automatically actuated brake operating means, a second of saidcontrol valves adapted to admit a pre-determined pressure less thanatmospheric to said first-mentioned control valve in accordance with thespeed at which the vehicle is operated when said automatic brakeoperating means is operated and a second connection in said conduitsystem leading from said source to said first mentioned control valve toadmit a maximum pressure from said source when the vehicle is at rest.

5. In combination with a motor vehicle of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially diflerent from atmospheric, a series of brakes and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprising fluid pressureoperating means, an actuating means from said fluid pressure operatedmeans to said brake operating means, a conduit system having connectionsleading from said source of pressure different from atmospheric to saidfluid operated means, one ofsaid connections being obstructed so as tovary the pressure different from atmospheric transmitted therethrough,and control valves on said one of said connections, one of said controlvalves being provided with electro-magnetic operating means adapted tobe de-energized so as to admit pressure substantially less thanatmospheric to said fluid pressure operated means from said source whensaid vehicle brakes are applied by means of said automatic brakeoperating means, a

second of said control valves being provided with electro-magneticoperating means adapted to be energized when the vehicle is operated ator below a pre-determined low rate of speed, and admit a pre-determinedlow pressure less than atmospheric to said first-mentioned control 6. Incombination with a motor vehicle of the type having a motor, a steeringwheel, a source of electrical energy, a source of pressure substantiallydifierent from atmospheric, 9. series of =brakes and brake operatingmeans to operate means to said brake operating means, a. conduit systemhaving connections leading from said source of pressure different fromatmospheric to said fluid operated means, oneoi' said connections beingobstructed so as to vary the pressure different from atmospherictransmitted therethrough, and control valves on said one of saidconnections, one of said control valves being provided withelectro-magnetic operating means adapted to be de-energized so as toadmit pressure substantially less than atmospheric to said fluidpressure operated means from said source when said vehicle brakes areapplied by means of said automatic brake operating means, a sec- 0nd ofsaid control valves being provided with electro-magnetic operatingmeans, means to deenergize said electro-magnetic operating means whenthe vehicle is operated above a pre-determined low rate of speed, andadmit a -pre-determined substantially high pressure less thanatmospheric to said first-mentioned control valve. when said automaticbrake. operating means is operated, and a second connection'in saidconduit system leading from said source to said first-mentioned controlvalve to admit a maximum pressure from said source when the vehicle isat rest.

7.. In combination with a motor vehicle of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially different from atmospheric, a series of brakes and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprising, fluid pressureoperating means, an

actuating means from said fluid pressure opersure less than atmosphericand another of said governing valves being manually set to pass asubstantially high pressure loss, than atmospheric ,'control valves onsaid one of saidconnections, one of said'control valves being providedwith electro-magnetic operating means adapted to be de-energized' so asto admit pressure substantially less than atmospheric to said fluidpressure operated means from said source when said vehicle brakes areapplied by means of i said automatic brake operating means, a second ofsaid control valves being provided with electromagnetic operating meansto be energized when the vehicle is operated at or below apre-determined low rate of speed; and admit a pre-determined lowpressure less than atmospheric to said first-mentioned control valvethrough saidparallel pipe line governed by said governing valve set topass a low pressure when said automatic brake operating means isoperated, and at second connection in said conduit system leading fromsaid source to said first-mentioned control valve to admit a maximumpressure from said source when the vehicle is at rest.

8. In combination with a motor vehicle of the type having a motor, asteering wheel; a source of electrical energy, a source of pressuresubstantially different from atmospheric, a series of brakes and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprising fluid pressureoperating means, an actuating means from said. fluid pressure operatedmeans to said brake operating means, a conduit system having connectionsleading from said source of pressure different from atmospheric to saidfluid operated means, one of said connections consisting of parallelpipe lines, intensity governing valves in said pipe lines to regulatethe intensity of said pressure less than atmospheric transmittedtherethrough, one of said governing valves being set at a pre-determinedposition to pass a substantially low pressure less than atmospheric andanother of said governing valves being manually set to pass avsubstantially high pressure less than atmospheric, control valves onsaid one of said connections, one of said control valves being providedwith electro-magnetic operating means adapted to be de-energized so asto admit pressure substantially less than atmospheric to said fluidpressure operated means from said source when said vehicle brakes areapplied by means of said automatic brake operating means a second ofsaid control valves being provided with electro-magnetic operatingmeans, means to de-energize said electro-magnetic operating means whenthe'vehicle is operated above a pre-determined low rate of speed andadmit a pro-determined substantially high pressure less than atmosphericto said first-mentioned control valve through said parallel pipe linegoverned by said governingvalve manually set to pass a high pressurewhensaid automatic brake operating means is operated, and a secondconnection in said conduit system leading from said source to saidfirst-mentioned control valve to admit a maximum pressure from saidsource when the vehicle is at rest. J

9. In combination with a motor vehicle of the type having a motor, anignition circuit to said motor, a steering wheel, a source of electricalenergy, a 'source of pressure substantially different from atmospheric,a series of brakes and brake operating means to operate said brakes, aclutch and clutch operating means to operate said clutch; thecombination therewith of a de vice for automatically actuating saidbrake operating means upon release of the steering wheel by theoperator'of the vehicle comprising fluid pressure operating means, anactuating means from said fluid operated means to said brake operatingmeans, a conduit system having connections leading from said source ofpressure different from atmospheric to said fluid operated means, one ofsaid connections being obstructed so as to varythe pressure differentfrom atmospheric transmitted therethrough, and control valves providedwith electro-magnetic operating means, on said one of saidconnections,'one of said control valves being normally released to theatmosphere and adapted to admit said pressure less than atmospheric tosaid fluid pressure operated means upon operation of said automaticallyactuated brake operating means, a second of said control valves adaptedto admit a predetermined pressure less than'atmospheric to said firstmentioned control valve in accordance with the speed at which thevehicle is operated when said automatic brake operating means isoperated, means operable by said actuating conthe type having a motor,an ignition circuit to said motor, a steering wheel, a source ofelectrical energy, a source of pressure substantially diflerent fromatmospheric, a series oi. brakes and brake operating means to operatesaid brakes, a clutch and clutch operating means to operate said clutch;the combination therewith of a device for automatically actuating saidbrake operating means upon release of thesteering wheel by the operatorof the vehicle comprising fluid pressure operating means, an actuatingmeans from said fluid operated means to said brake operating means, aconduit system having connections leading from said source of pressuredifferent from atmospheric to said fluid operated means, one of saidconnections being obstructed so as to varythe pressure different fromatmospheric transmitted therethrough, and control valves provided witheletro-magnetic operating means, on said one of said connections, one ofsaid control valves being normally released to the atmosphere andadapted to admit said pressure less than atmospheric to said fluidpressure operated means upon operation of said automaticallycactuatedbrake operating means, a second of said control valves adapted to admita pre-determined pressure less than atmospheric to said first-mentionedcontrol valve in accordance with the speed at which the vehicle isoperated when said automatic brake operating means is operated, meansoperable by said actuating connection to disconnect the ignition circuitof said motor when said automatic brake operating means is operated,means to render said ignition disconnecting means inoperative whenclutch operated means is operated and a second connection in saidconduit system leading from said source to said first-mentioned controlvalve to admit a maximum pressure from said source when the vehicle isat rest.

11. In combination with a motor vehicle of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially difierent from atmospheric, a series of brakes and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprising fluid pressureoperating means, an actuating means from said fluid pressure operatedmeans to said brake operating means, a conduit system having connectionsleading from said source oi pressure different from atmospheric to saidfluid operated means, one of said connections being obstructed so as tovary the pressure different from atmospheric transmitted therethrough,and

control valves on said one of said connections,

one of said control valves being normally released to the atmosphere andadapted to admit said pressure less than atmospheric to said fluidpressure operated means upon operation of said automatically actuatedbrake operating means, a second of said control valves adapted to admita pre-determined pressure less than atmospheric to said first-mentionedcontrol valvein accordance with the speed at which the vehicle isoperated when said automatic brake operating meansv of brakes, and brakeoperating means, including a hydraulic'cylinder, to operatesaid brakes,a clutch and clutch operating means to operate said clutch; thecombination therewith of a device ior automatically actuating said brakeoperating means upon release of the steering wheel by the operator ofthe vehicle comprising fluid pressure operating means, an actuatingmeans from said fluid pressure operated means to said brake operatingmeans, said actuating means extending to and operating said hydraulicsystem, a con-,

duit system having connections leading from said source of pressuredifierent from atmospheric to said fluid operated means, one of saidconnections being obstructed so as to vary the pressure different fromatmospheric transmitted therethrough and control valves on said one ofsaid connections, one of said control valves being normally released tothe atmosphere and adapted to admit said pressure less than atmosphericto said fluid pressure operated means upon operation of saidautomatically actuated brakeoperating means, a second of said controlvalves adapted to admit a pre-determined pressure less than atmosphericto said first-mentioned control valve in accordance with the speed atwhich they vehicle is operated when said automatic brake operating meansis operated and a second connection in said conduit system leading fromsaid source to said first-mentioned control valve to admita maximumpressure from said source when the vehicle is at rest.

13. In combination with a motor vehicle' of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially diflerent from atmospheric, a series of brakes and brakeoperatingmeans to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of a device forautomatically actuating said brake operating means upon release of thesteering wheel by the operator of the vehicle comprising fluid pressureoperating means, an actuating means from said fluid pressure operatwmeans to said brake operating means, a conduit system having connectionsleading from said source of pressure diiferent from atmospheric to saidfluid operated means, one of said 75 connections being obstructed so asto vary the pressure different from atmospheric transmittedtherethrough, and control valves on saidone of said connections, one ofsaid control valves being normally released to the atmosphere andadapted to admit said pressure less than atmospheric to said fluidpressure operated means upon operation of said automatically actuatedbrake operating means,. a second of said control valves adapted to admita pre-determined pressure less than atmospheric to said first-mentionedcontrol valve in accordance with the speed -at which the vehicle isoperated when said automatic brake operating means is operated, a secondconnection in said conduit system leading from said source to saidfirst-mentioned control valve ,to admit a maximum pressure from saidsource when the vehicle is at rest, a locking device adapted to act uponsaid actuating connection comprising a casing having a diaphragmvchamber, a diaphragm in said chamber, a port admitting said pressuresubstantially less than atmospheric to one side of said diaphragm, alatch means with a hole intermediate its length extending around saidbrake actuating connection, one end of said latch means being pivoted,

the opposite end having an offset surface, a cam connected to saiddiaphragm to act upon said ofiset portion and hold the diagonallyopposite edges of said hole from engaging said actuating connection whenpressure substantially less than atmospheric is exerted on saiddiaphragm, and to disengage said offset portion when said pressure isstopped permitting the diagonally opposite edges of said hole to engageand lock said brake actuating connection against movement.

14. In combination with a motor vehicle of the type having a motor, asteering wheel, a source of electrical energy, a source of pressuresubstantially diflferent from atmospheric, a serles of brakes and brakeoperating means to operate said brakes, a clutch and clutch operatingmeans to operate said clutch; the combination therewith of av device forautomatically actuat-v ing said brake operating means upon release ofthe steering wheel by the operator of the vehicle'comprising fluidpressure operating means,

an actuating means from said fluid pressure operated means to said brakeoperating means, a conduit system having connections leading from saidsource of pressure diflerent from atmospheric to said fluid operatedmeans, one of said connections being obstructed so as to vary thepressure difl'erent from atmospheric transmitted therethrough, andcontrol valves on said one of said connections, one of said controlvalves being normally released to the atmosphere and adapted to admitsaid pressure less than atmospheric to said fluid pressure operatedmeans upon operation of said automatically actuated brake operatingmeans, a second of said control valves adapted to admit a pre-determinedpressure less than atmospheric to said first-mentioned control valve inaccordance with the speed at which the vehicle is operated when saidautomatic brake operating means is operated, a second connection'in saidconduit system leading from said source to said first-mentioned controlvalve to admit a maximum pressure from said source when the vehicle isat rest, a locking device adapted to act upon said actuating connectioncomprising a casing having a diaphragm chamber, a diaphragm in saidchamber, a port admitting said pressure substantially less thanatmospheric to one side of said diaphragm, a latch means with a holeintermediate its length extending around said actuating connection, oneend of said latch means being pivoted, the opposite end having an offsetsurface, a cam connected to said diaphragm to act upon said offsetportion and hold the diagonally opposite edges of said hole fromengaging said brake actuating connection when pressure substantiallyless than atmospheric is exerted on said diaphragm, and to disengagesaid offset portion when said pressure is stopped permitting thediagonally opposite edges of said hole to engage and lock'said brakeactuating connection against movement, and unlocking means mounted onsaid casing to unlock said latch from said actuating connectionindependently or the pressure less than atmospheric.

WARREN 1..

